Automated marine container terminal and system

ABSTRACT

A storage area is accessed by automated guided vehicles which receive and unload containerized loads. On the waterside, loads are exchanged between the vehicles and ships using quay cranes. On the ground transportation side, loads are exchanged between the vehicles and truck or rail carriers using semi automated or automated remote-controlled bridge cranes. Within the storage area, loads are exchanged between the vehicles and the storage facilities using automated stacking cranes. The vehicles are adapted to receive a cassette storage platform which in turn receives standard ISO containers. The vehicles also are adapted to receive one or more alternative platforms including a coning platform for workers to manage container coning, a reefer access and maintenance platform, and a worker transport platform.

FIELD OF THE INVENTION

The present invention relates to the field of port facilities. Inparticular, the invention includes a novel system with a roboticoperating zone that is essentially entirely automated for the storageand handling of standardized containers used in ocean vessels and groundtransportation. Automated stacking cranes convey containers within therobotic operating zone and to transfer zones for loading onto and off ofcassette automated guided vehicles which, in turn, interface with bufferzones. From the buffer zones, the containers are loaded and unloadedonto and off of land transportation vehicles, such as rail cars andtrucks, and vessels, using bridge cranes and quay cranes. The cassetteautomated guided vehicles are adapted to receive container-loadedcassettes or, alternatively, other operation elements such as workerplatforms of various kinds.

GLOSSARY

The following table is provided to serve as a reference to abbreviationsand terminology used in this document.

-   AGV Automated Guided Vehicle, a driverless computer controlled    robotic rubber-tired vehicle equipped with guidance and    collision-avoidance systems that carries containers from point to    point within a robotic working zone.-   ASC Automated Stacking Crane, a robotic or semi-robotic rail-mounted    gantry crane that stores, retrieves, and transports containers, and    interchanges with ground transport at end buffers.-   AVC Automated Van Carrier, also known as an Automated Straddle    Carrier or Automated Shuttle Carrier, a robotic rubber-tired vehicle    that picks, sets and transports containers within a robotic working    zone.-   CAGV Cassette Automated Guided Vehicle, a robotic device used to    carry CCPs or CWPs from point to point within the Robotic Operating    Zone of the terminal.-   CCP Container Cassette Platform, a portable structure to hold a    container or containers waiting for transport or other handling.-   CWP Container Work Platform, a portable structure to transport, hold    and support workers who are active within the Robotic Operating Zone    of the terminal.-   ECS Equipment Control System, a generic term for the information    hardware and software used to monitor and control the movements and    actions of robotic container handling equipment.-   IBC Inter-box connector, or “cone”, used to hold containers together    above-deck on vessels and in double-stack intermodal rail cars.-   MVC Manned Van Carrier, the older manned version of the AVC.-   QC Quay Crane, a manned crane used to transfer containers between    CCPs in the ROZ and vessels in the Quay Operating Area.-   QOA Quay Operating Area, the portion of the terminal extending from    the water to the waterside edge of the ROZ.-   RBC Remote-control Bridge Crane, a semi-automated crane used to    transfer containers between CCPs in the Robotic Operating Zone and    trucks in the Truck Circulating Area-   RMG Rail-Mounted Gantry crane, a generic term for a class of cranes,    including the ASCs; also a specific term within this document for    the cranes used to transfer containers between CCPs in the ROZ and    train cars in the Rail Operating Area.-   ROA Rail Operating Area, the portion of the innovative including    rail working tracks, approach tracks, storage tracks, etc., up to    the railside edge of the ROZ.-   ROZ Robotic Operating Zone, the portion of the innovative terminal    where CAGVs and ASCs operate entirely under the control of the ECS,    with controlled interfaces at the TCA, QOA, and ROA.-   TCA Truck Circulating Area, the portion of the innovative terminal    extending from the public street to the landside edge of the ROZ.-   TEU Twenty-foot equivalent unit. One 20′ ISO container is one TEU,    and one 40′ ISO container is two TEUs.-   TOS Terminal Operating System, a generic term for the information    hardware and software used to manage terminal planning, operations,    inventory, logistics, and business functions.

BACKGROUND OF THE INVENTION

International Standards Organization (“ISO”) Standard shippingcontainers are used worldwide for moving goods of virtually all types,including raw materials, manufactured goods and components, vehicles,dry and refrigerated foodstuffs, and hazardous materials. All ISOStandard shipping containers have a common width, 8′-0″, and a fixed setof modular lengths: 10′-0″, 20′-0″, 30′-0″, and 40′-0″. The vastmajority of shipping containers in use are either 20′ or 40′ long. A“twenty-foot equivalent unit”, or TEU, represents a single 20′ ISOcontainer. A 40′ ISO container is two TEUs. These ISO containers come ina number of technical variants, including refrigerated containers forperishables, tanks for handling fluids, flat racks and bulkhead racksfor handling oversized cargo, car containers, livestock containers, andothers.

In addition to the standard ISO container sizes, specialty containersbased on the same technology have been put into service in the UnitedStates for domestic transport via truck or rail. These containerscurrently come in 45″, 48″, and 53″ lengths, but have internal framingallowing them to be handled by the same equipment used for 40′ ISOcontainers.

Use of a common width and modular lengths has allowed the creation of anextremely efficient and cost-effective system of global freighttransportation. The development of an ISO Standard for containerdimensions has allowed a globalization of the machinery, systems,techniques, and infrastructure used to handle the containers.

Container transport by sea is largely done in vessels specificallydesigned to accommodate, protect, and rapidly move standard shippingcontainers. Most such vessels are “cellular” in design, with mostcontainers stored below-decks among vertical stanchions that providecontainer and vessel stability. Vessels come in a wide range of sizesand operational configurations depending on the specific needs of themarkets they serve. Vessel deployment changes rapidly over time inresponse to dynamic market changes.

While shipping containers have been standardized, the vehicles forcarrying them have not. Waterborne vessels, trucks, and trains aredesigned within the context of individual national transport and safetyregulations and in response to local and regional market forces. Whilethere is some commonality in dimensions driven by the standardization ofcontainer dimensions, overall shapes and dimensions show considerablevariability.

Port container facilities provide infrastructure, machinery, and otherresources for transferring containers between water-borne and land-bornetransport modes. FIG. 1, discussed in detail below, shows the keyoperational elements of a generic port container facility.

One of the difficulties in designing port facilities is that each siteis different. In particular, the geography varies greatly. The specificdesign of each port container facility must reflect both thestandardized elements of container handling and many site-specificgeometric and design constraints, along with market-specific logisticaland regulatory demands. As such, each port container terminal is uniquein its configuration, capacity, productivity, efficiency, safety, andenvironmental footprint.

To overcome site variability while still providing efficiency in asystem that serves a standardized freight module, a variety of commonsub-system elements and machines have evolved, ready for selectivedeployment in each facility as local conditions require.

For example, containerized shipping is inherently flexible because ofthe modularity of the shipping container. Containerization allows themixing of a very wide variety of freight types within a single facilityor within a single vessel. While the shipping containers are flexible intheir deployment, handling, storage, and use, it is still true that eachfreight unit being moved within a container retains its own logisticalneeds. All systems involved in container handling must be ready tosupport the logistical needs of freight beneficial owners and regulatoryagencies, while still supporting high productivity and maximumprotection for the freight and workers.

Because of the variability of transport vehicles, the variability ofport infrastructure, and the variable deployment of container handlingequipment, port container operations have traditionally relied largelyon manned equipment rather than robotics. The complex interplay ofmachines has required “human eyes” to ensure the safety of bothtransport and maritime workers and machines. The demanding physicalenvironment outdoors on the waterfront has made it very difficult todevelop effective and reliable instrumentation to substitute for humancapabilities in port facilities.

Some activities in the port terminal require close interaction betweenworkers and containers or machines. Container securing devices known as“inter-box connectors” (IBCs) or “cones” are used to hold containers inplace on waterborne vessels, and can only be effectively handled byworkers. Refrigerated containers (“reefers”) must be connected anddisconnected against shore power outlets by human workers, and mostterminals rely on workers to check the status of reefers while instorage. Container handling equipment frequently needs close attentionby mechanics for routine diagnosis, maintenance, and repairs, as well asfor swapping specialized cargo-handling hardware.

The complex, variable, and demanding environment of the port containerterminal has resisted the development and deployment of automationsystems. To date, only a handful of terminals make use of roboticcontainer handling equipment that operates without direct human tacticalcontrol. So far, only three types of container handling equipment havebeen deployed in a robotic configuration: 1) Automated Stacking Cranes(ASCs); 2) Automated Guided Vehicles (AGVs); and 3) Automated VanCarriers (AVCs), each of which is described briefly in the followingparagraphs.

AVCs are diesel-electric or diesel-hydraulic machines used to store,retrieve, and transport containers within a fully-robotic container yarddesigned for AVC-configured storage, as shown in FIG. 2. Each AVC canpick, set, or transport a single container to or from storage stacksthat are one container wide and up to three containers high. AVCsinteract with manned quay cranes on the waterside edge of the terminalvia a “grounded buffer” in the crane's working envelope. See FIG. 3.They interact with manned street trucks on the landside edge of theterminal by having a human operator take control of the AVC and operateit using remote-control to pick or set a container while compensatingfor variability in truck placement or configuration. See FIG. 4. AVCshave not been developed to interact with on-dock intermodal rail yardequipment; this movement must be done via manned trucks or with mannedvan carriers.

By far the most common ASCs are electric rail-mounted gantry cranes usedto store, retrieve, and rehandle containers within a high-densitystorage block, typically six to ten container stacks wide and three tofive containers high. See FIGS. 5A and 5B. ASCs use their rail gantrydrives to transport containers to either end of their storage blocks,which are oriented with their rails perpendicular to the wharf. At thewaterside edge of the container yard, ASCs have been used to interactwith either AGVs or with Manned Van Carriers (MVCs). At the landsideedge of the container yard, ASCs have been used to interact with eitherstreet trucks or MVCs.

AGVs are diesel-electric transport units capable of transporting asingle container from point to point within a fully-robotic operatingzone. See FIGS. 6A through 6E. The AGV cannot pick or set a container asan AVC can, but must rely on direct service by an overhead crane,typically either the ASC in the container yard or the quay crane on thewharf.

In all cases to date, interactions between ASCs and manned machines,whether they are MVCs, street trucks, or yard trucks, require directintervention by a human operator, working the ASC in remote-controlmode. The remote-control operators rely on cameras, lasers, and otherinstruments to achieve proper container alignment and maintainoperational safety. The ASC/manned interface buffer is a complex area,with many safety interlocks intended to protect human workers, with“fail-safe” design that prohibits operation if the safety interlocks aredetermined to be dysfunctional for either mechanical or environmentalreasons. The ASC/manned interface buffer must be well-lit for safetyunder all operating conditions, contributing to night-time lightpollution. See FIG. 7.

ASCs have been deployed in two general configurations. The “common rail”configuration has one or more ASCs of common rail gauge working over thesame storage block, riding on the same pair of gantry rails. The “nestedrail” configuration has one or more ASCs of two rail gauges working overthe same storage block, riding on separate parallel sets of gantryrails, with a smaller ASC able to pass beneath and within the interiorenvelope of a larger ASC.

In the “common rail” ASC configuration, the ASCs cannot pass oneanother. It is generally very difficult or impossible for two such ASCsto share work at the end interface zones: one ASC must be dedicated toserve each end of the storage block. In general, the landside ASC cannotbe used to augment productivity on the waterside end of the block, andvice versa. See FIG. 8.

In the “nested rail” ASC configuration, the larger and smaller ASCs canpass one another, albeit with limitations designed to prevent loadsbeing carried by the larger ASC from colliding with the smaller ASCduring gantry movement. The two ASCs can be used together to augmentproductivity at one end of the block or the other, but safetylimitations prevent taking maximum advantage of this capability,especially at the landside end of the block where manned transportvehicles are being served. See FIGS. 9 and 10.

The “common rail” ASC configuration is more compact because there areonly two rails per block instead of four, no empty space dedicated toallowing suspended loads to safely pass, and only one crane power supplycable runway instead of two. This configuration has high storage densityand high terminal capacity, but less productive flexibility than the“nested rail” configuration. The “nested rail” ASC configuration takesup more space, supporting lower storage density and terminal capacitywhile providing greater productive flexibility. There is no settledindustry paradigm identifying either configuration as the “bestpractice”.

The need to separate manned truck or manned van carrier operations fromrobotic AGV operations has caused virtually all current ASC-basedterminals to: 1) run ASC blocks perpendicular to the wharf; 2) use thecontainer yard ASC blocks as a barrier between manned and robotictransport systems. This paradigm works well when there is sufficientland depth perpendicular to the wharf to allow for a proper balancebetween operational productivity and static storage capacity. Forterminals with a limited land depth, this paradigm limits the terminal'sstorage capacity and can make automation of the facility unfeasible.

Most port container terminals are managed with the support of a“Terminal Operating System” (TOS). The TOS generally encompasses: 1) asophisticated database system; 2) one or more operational planning toolsfor organizing terminal activities; 3) commercial communicationutilities for coordinating internal and external activities; 4)financial and billing systems supporting interaction between theterminal operator, customers, and regulators; 5) graphical userinterfaces that ease data input, output, and manipulation; and 6) laborutilization recording and reporting software in support of financialactivities. The TOS is an essential management tool, but most TOSpackages were not designed to support or direct robotic automation ofcontainer handling. TOS packages are available from a number of vendorsincluding Navis, Cosmos, Tideworks Technology, Total Soft Bank, RealtimeBusiness Solutions, and Embarcadero Systems.

A typical TOS is depicted diagrammatically in FIG. 28. A typical TOSincludes internal systems for planning, inventory management, and jobcontrol. It includes internal messaging systems that allow transfer ofinformation to and from container yard, vessel, and rail operatingelements inside the terminal, as well as external messaging for transferof information to and from a range of commercial and governmentalentities outside the terminal, via Electronic Data Interchange (EDI) orthrough customer-specific Web Portals.

Each existing and currently-planned automated container terminal hassome form of “Equipment Control System” (ECS). Although there isconsiderable variability in architecture, and in the relationship withthe TOS, the ECS generally encompasses: 1) tracking of robotic movement;2) directed control of robotic movement; 3) processing of remote-controlsensor and operating signals; 4) processing of detection sensorinformation from the manned interface areas; 5) simulation or emulationalgorithms for predicting current or future robotic duty cycleperformance; 6) sophisticated artificial intelligence for assigningrobotic equipment among competing demands based on dynamicprioritization logic; 7) sophisticated artificial intelligence forallocating container storage space while balancing current and futurerobotic performance for storage and retrieval; and 8) communication andcoordination with the TOS and with robotic equipment. ECS packages areavailable from a number of vendors including Gottwald, TBA, ABB, HamburgPort Consulting, Informs, and Navis.

A typical ECS is depicted diagrammatically in FIG. 29. It includesinterfaces with the TOS's in-terminal messaging systems, using data fromthe TOS to dispatch automated equipment to serve jobs in the correctorder and with maximum efficiency. The ECS interfaces directly with thehardware and software systems in each automated or manned piece ofequipment, pulling information about status, performance, speed, andother factors, and transmitting movement, routing, container handling,and other instructions in the appropriate order.

The TOS and ECS must work together with negligible human interventionfor successful operation of an automated terminal. The scopes andcapabilities of the TOS and the ECS in the automated realm varyconsiderably from one facility to the next, and there is no settledparadigm providing a “best of class” configuration for balanced,coordinated activity.

The primary difficulty facing TOS and ECS joint development is theblending of two sets of activities: 1) fully-robotic, predictable,plannable container movements that do not need to protect workers; 2)manned, unpredictable, unplannable container movements that involvesubstantial robotic safeguards for workers. Theoretically, the TOS hasdata describing future logistical demand, but these data are frequentlyimperfect and are never at the level of “tactical granularity” requiredfor the ECS to perfectly understand future demand. The artificialintelligences embodied in the ECS cannot create the “perfect solution”for every array of competing tasks and activities because they cannotpredict future manned operating demand or performance. Each ECS mustmake “best-guess” choices based on rough simulation and emulationcalculations, and have some ability to correct or change instructions asthe operation evolves. There is no settled paradigm for establishing orapplying such corrections.

In summary: 1) Containers are standardized but transport and terminalsare not. 2) Terminal operations are variable and resistant to fullautomation. 3) Some terminal equipment and systems have been the focusof robotization, resulting in a small range of robotic equipment andsemi-automated terminals. 4) All existing automated terminals include acomplex blend of manned and robotic operations. 5) The blending ofmanned and robotic operations leads to unpredictability in the demand onthe robotic system and complexity in the relationship between workersand robots. 6) Terminal and equipment control systems cannot fullyoptimize equipment and resource allocation because of the inherentrandomness of mixed manned/robotic operation. 7) The need to separatemanned and robotic in-terminal transport has limited the applicabilityof ASC-based systems to terminals with greater land width perpendicularto the wharf.

The current automation paradigms could be improved upon as follows.Eliminate direct interaction between robotic yard cranes and mannedtransport equipment. Allow required manned activities to take placesafely without interfering with the performance of the robotic system.Allow automation of landside container transport, including transport toand from in-terminal rail facilities. Allow full robotization ofcontainer storage and retrieval under centralized and optimized TOS/ECScontrol. Combine the high storage density and capacity associated with“common rail” ASC systems with the high productivity and flexibility of“nested rail” ASC systems. Allow seamless, balanced sharing of watersideand landside operating demands and ASC allocations. Allowsemi-automation of in-terminal rail train load and discharge operations.Largely eliminate the impact of random manned container tasks in thecentralized optimization of robotic equipment assignment within the ECS.Eliminate the need for fail-safe robotic/manned interfaces between yardcranes and landside transport equipment. Allow terminals with limitedland width to take advantage of ASC-based automation.

SUMMARY OF THE INVENTION

This invention resolves all the foregoing unmet needs of the currentautomation paradigm by automating the transport of all containers to andfrom the ends of the ASC storage blocks, and by configuring the ASCs andthe robotic container transport vehicles so that any robotic transportvehicle has equal access to the transfer zones at both ends of every ASCstorage block.

To achieve these results, this invention makes use of a mix of existingtechnologies in innovative configurations, along with a new class ofcontainer terminal operating equipment. The innovative configurations ofexisting technologies are as follows. 1) Cassette Container Platforms(CCPs) are used to hold containers awaiting handling. 2) CassetteAutomated Guided Vehicles (CAGVs) are used to transport CCPs between ASCtransfer zones, quay cranes, and Remote-controlled Bridge Cranes (RBCs).3) Remote-controlled container-handling Bridge Cranes (RBCs) are usedfor truck service. The new class of operating equipment is the CassetteWork Platform (CWP), which can be adapted to allow safe movement andactivities of workers within the robotic transport zone.

The Cassette Container Platform is the descendent of the common shippingpalette, redesigned and resized to hold one or more ISO standardcontainers. See FIGS. 11A through 11K for sample images. This innovativeconfiguration allows the CCP to hold either: 1) a single 40′ ISOcontainer; 2) a single 20′ ISO container; 3) two 20′ ISO containersend-to-end; 4) a 45′ container; 5) any specialized shipping container,such as “flatrack”, “bulkhead rack”, or “tank”, that would ordinarily behandled in a container terminal. An alternative embodiment of theinvention encompasses use of CCPs adapted to the handling of non-ISOshipping containers that may be handled in container terminals. The CCPis configured so that containers may be placed on the CCP with inter-boxconnectors (IBCs, or “cones”) inserted into their lower corner-castings,and so that these IBCs can be removed or inserted safely by terminalworkers. The CCP is not powered and has no internal processing,signaling, or detection capabilities; it is an “inert” container “sled”.

The Cassette Automated Guided Vehicle is reminiscent of the commonrobotic “palette jack” used in warehouse and industrial settings,redesigned and resized to hold and transport CCPs or CWPs. See FIGS. 12Athrough 12E. The CAGV is configured to move in two modes: Lowered andRaised. In Lowered mode, the CAGV can slide beneath a CCP or CWP. Oncealigned to a CCP or CWP, the CAGV can be elevated slightly to its Raisedmode, lifting the CCP or CWP clear of the ground. In Raised mode, theCAGV can transport CCPs or CWPs from point to point in the terminal. TheCAGV is self-powered using stored energy or fuel. The CAGV hasnavigational sensors that continuously scan a pre-established network ofnavigation beacons. Internal processing systems compare the navigationalscanning data with a pre-established internal map of beacon identitiesand locations to establish the CAGV's precise location anywhere withinthe terminal. The CAGV has safety sensors that continuously scan in thedirection of the CAGV's travel to detect obstacles. Internal processingsystems interpret data from the safety scanners to adjust the CAGV'smovement vector so as to avoid collisions with mapped or unmappedobstacles, and so as to provide for rapid and safe alignment beneathCCPs and CWPs. The CAGV is equipped with data and power links for safe,automatic connectivity with any CWP that it may be carrying. Severalcompanies now manufacture vehicles suitable for a CAGV, including TTSMarine ASA in Sweden.

The Remote-controlled Bridge Crane (RBC) is a variant on the commonindustrial bridge crane, configured to handle ISO containers using anordinary container spreader, as shown in FIG. 30A. The RBC concept isshown in FIGS. 13A through 13C. This innovative configuration of the RBCprovides transfer of containers between the truck zone, where humanworkers can be found, and the Robotic Operating Zone (ROZ) of theterminal. The RBC provides a hybrid of fully-automated operations on therobotic side of its work zone, and remote-controlled operation over thetruck zone.

The Cassette Work Platform (CWP) is an entirely new and innovative classof container terminal operating equipment, designed specifically to workin concert with CAGVs and CCPs. The CWP provides a safe environment forthe transport of workers and their tools within the terminal's roboticoperating zone, and allows workers to safely and effectively carry outoperations that rely on human skill within the robotic zone. The CWP hasa number of variant configurations to support a broad range of workeractivities. See FIGS. 18A through 18C for the generic configuration ofthe CWP that is the base for all the variants. The CWP rests on a basewith the same internal and external dimensions as the CCP. The base isequipped with laser-reflection panels on all sides so that they can beeasily detected by CAGVs in motion. Additionally the location of the CCPis known in the system by virtue of it being moved by CAGVs which aretracked in system, allowing proper system-controlled clearance aroundCWPs and other obstacles. The CWP is designed to be transported by aCAGV or any other container cassette transport machine. The CWP has aroof providing overhead worker protection, and protective screengratings on all sides to prevent accidental interaction between workersand other terminal operations. Radio-frequency safety locator devices onthe roof allow the terminal's ECS to “see” all CWPs at all times. Abroadband wireless communication antenna on the roof, supported byon-board processors, allows communication between the CWP's workers andthe TOS, ECS, or other systems. Access to the CWP is through slidingdoors controlled by security access panels. The CWPs on-board processorswill keep track of workers entering or leaving the CWP throughmonitoring of safety sensors and other fail-safe devices built into theCWP. This can include the use of worker identity badge swiping, safetylight curtains, lasers, infra-red sensors, and the processing of signalsfrom pressure-sensitive mats.

The following specific innovative variants of the CWP are part of thesystem invention: 1) Coning; 2) Reefer Access & Maintenance; 3) CraneMaintenance: 4) Worker Transport and Services. The Coning CWP allowsworkers to cone and de-cone containers carried on CCPs/CAGVs near thewaterside edge of the Robotic Operating Zone (ROZ). The Reefer Access &Maintenance CWP transports reefer mechanics and their working gear toand from the reefer storage racks embedded within the ROZ. The CraneMaintenance CWP transports crane mechanics, their working gear andtools, and heavy objects, to and from Automatic Stacking Cranes in theROZ. The Worker Transport and Services CWP transports gangs of workersacross the ROZ, between secure check-in/check-out stations scatteredalong all edges of the Zone.

Using the elements described above, an innovative automated terminalconfiguration is demonstrated. The terminal has three broad zones whereworkers may be active: 1) Truck Circulation Area (TCA); 2) QuaysideOperating Area (QOA); and 3) Rail Operating Area (ROA). These zonesadjoin or surround the Robotic Operating Zone (ROZ). Within the ROZ, allmachine movements and actions are robotic, under centralized directcontrol and monitoring by the ECS. Interface between the threeactive-worker zones and the ROZ is carried out by cranes liftingcontainers over safety barriers to or from CCPs resting in buffer zones.Under current safety regulations, these cranes are either locally orremotely controlled by workers for all fine positioning against variableor manned targets. With continuing evolution of technology andregulation, an alternative embodiment of this invention encompasses fullautomation of the interface cranes.

An essential innovation in the configuration of the container yard isthe continguity of the entire ROZ. CAGVs can go anywhere within theCAGV, and special lanes within the ASC storage blocks allow CAGVs totransport CCPs and CWPs between the quay and all other areas of theterminal.

The isolation of the ROZ from the active-worker zones eliminates directinteraction between robotic yard ASCs and manned transport equipment.

The introduction of the innovative suite of CWPs allows required mannedactivities inside the ROZ to take place safely without interfering withthe performance of the robotic system.

The introduction of the RBCs for the TCA/ROZ interface allows automationof container transport on the landside edge of the ROZ, includingtransport to and from the ROA.

As the container yard ASCs interact only with CCPs and CWPs transportedsolely by CAGVs under central ECS control, all container storage andretrieval operations are robotized, and all robotic movements aresubject to centralized optimization by the ECS and TOS.

By providing for contiguity of the ROZ, the system allows all CAGVs tobe served at either end of any ASC block. This allows, for example, forthe use of the landside ASC buffer area to serve waterside operations atthe QOA, with CAGVs transiting the length of the ASC run with loadedCCPs. This means that, with a “common-rail” ASC configuration, eitherASC within a block can be used, without penalty, for operations oneither side of the container yard. This allows the system to achieve thehigh productivity and flexibility of a “nested rail” ASC system, whilemaintaining the high storage density and capacity of a “common-rail”configuration.

As any ASC can serve any CAGV, regardless of the CAGV's ultimateorigin/destination or the nature of its work assignment, the operatingdemands on the two ASCs within any block can be centrally optimized andseamlessly balanced.

Innovative introduction of CAGVs and CCPs into the on-dock intermodalrail operation allows introduction of remote control and semi-automationon the interface cranes at the ROA.

By separating the ASCs from the interface cranes at the edges of theROZ, the performance of the ASCs can be isolated from the impact ofrandom operations in the active-worker zones. The operation of streettrucks is notoriously random. Introduction of the RBCs, at stations thatare not rigidly tied to any one ASC block, allows redistribution ofrandom truck transactions across the landside edge of the ROZ, with theCAGVs providing long-distance transport between ASCs and RBC stationsand decoupling the ASCs from truck randomness.

Because ASCs interface only with CCPs in their block-end buffer zones,there is no need for elaborate, complex, fail-safe interfaces betweenthe ASCs and manned transport equipment, such as trucks or Manned VanCarriers, at the buffer zones.

Because the ROZ is contiguous and CAGVs can go anywhere, there is nolonger any driving reason to orient ASCs runs perpendicular to thewharf, as has been the case in all prior automated terminals. With ASCruns set parallel to the wharf, terminals with limited land width cantake advantage of automation using this innovative system.

By allowing more flexible deployment of ASCs across different terminalshapes, the scope of automation is increased with this system. AsASC-based systems support higher storage density than traditionalsystems, port capacity can be enhanced within fixed port land resources.Extending the reach of robotization within the terminal increasesproductivity and safety, and subjects all movements to central controlwhich will make performance more uniform and predictable. By restrictingmanned interactions to small areas where the ROZ and the active-workerzones meet, overall terminal lighting is substantially reduced, thusreducing the terminal's environmental footprint. Reducing reliance onhigh-cost labor reduces the overall cost of goods movement and enhanceseconomic competitiveness.

BRIEF DESCRIPTION OF THE FIGURES

The following paragraphs describe the Figures. The Figures are meant tobe exemplary rather than specific. Each container terminal is different,and so the dimensions of storage blocks and traffic circulation areaswould need to be adjusted to satisfy local conditions in a manner thatwill be apparent to a person skilled in the field.

FIG. 1, Generic Port Container Facility, shows the major logicalelements of a modern port container terminal. Each shape represents amajor operating component, resource, or activity, and the overlapping ofshapes roughly represents the interactions between these elements.

FIG. 2, Automated Van Carrier (AVC) Container Storage, shows a plan viewof the layout of container storage in a typical AVC-based containeryard. The configuration for Manned Van Carriers (MVCs) is essentiallyidentical.

FIG. 3, AVC—Quay Crane Interface, shows a cross-section of the area usedfor transferring containers between AVCs and quay cranes serving vesselsat the waterside edge of the terminal.

FIG. 4, AVC—Truck Interface, shows a plan of a typical area used fortransferring containers between AVCs and manned trucks at the landsideedge of the terminal.

FIGS. 5A and 5B, Automated Stacking Crane Cross Section, show typicalend-view and side-view cross-sections for a rail-mounted AutomatedStacking Crane, including the major components of the crane.

FIGS. 6A through 6E Automated Guided Vehicle, show side, end, and planviews of typical empty or loaded Automated Guided Vehicles used forrobotic in-terminal transport of containers.

FIG. 7, Typical ASC/Manned Interface Buffer, shows a typical plan for anarea where remote-controlled ASCs interface with manned trucks or otherequipment at the landside edge of the terminal.

FIG. 8, Common-Rail ASC Storage Block Plan, shows a typical plan for acontainer storage block served by two ASCs on a common gantry rails.

FIG. 9, Nested-Rail ASC Storage Block Plan, shows a typical plan for acontainer storage block served by two ASCs of different rail gantrygauge.

FIG. 10, Nested-Rail ASC Storage Block Cross-Section, shows a typicalcross-section for a container storage block served by two ASCs ofdifferent rail gantry gauge.

FIGS. 11A through 11L, Cassette Container Platform, show side, end, andplan views of an exemplary configuration for a CCP capable of handling asingle 20′, 40′ or 45′ ISO container or two 20′ ISO containers. Thefigures show the CCP empty, loaded with a range of ISO containers, orstacked for storage.

FIGS. 12A through 12E, Cassette AGV, show side and planned views of anexemplary configuration of a Cassette AGV, consistent with the CCP shownabove. The figures show the CAGV in raised or lowered mode, with orwithout CCPs aboard.

FIGS. 13A through 13C, Remote-Control Bridge Crane, show side, plan, andend views of an exemplary configuration of an RBC that could be used totransfer containers between CCPs and street trucks across the safetybarrier delimiting the robotic transport zone of the terminal.

FIG. 14, ASC/CAGV Transfer Zone, shows an exemplary configuration of thetransfer zone at either end of an ASC block served by CAGVs and CCPs.

FIG. 15, New ASC Standard Block, shows an exemplary configuration of acomplete ASC storage blocks serving CAGVs and CCPs.

FIGS. 16A and 16B, Refrigerated Container Storage and Access, show sideand end views of an exemplary configuration for reefer access rackswithin the exemplary ASC Standard Block.

FIG. 17, ASC Block with Reefer Access, shows an exemplary configurationfor an ASC storage block configured to accommodate storage for, andmaintenance access to, refrigerated containers.

FIGS. 18A through 18C, Generic Cassette Work Platform, show side, plan,and end views of a configuration for a generic Cassette Work Platformthat would be the template for a series of job-specific CWPs.

FIGS. 19A through 19F, CWP for Coning, show side, plan and end views ofan exemplary configuration for a CWP designed to accommodate workersconing and deconing containers near the quay. The figures show theConing CWP configured for transport, and in its configuration deployedfor handling cones.

FIGS. 20A and 20B, CWP for Reefer Access and Maintenance, show side andplan views of an exemplary configuration for a CWP designed toaccommodate mechanics accessing the reefer storage blocks for pluggingand unplugging reefers, and for routine reefer maintenance.

FIGS. 21A and 21B, CWP for Crane Maintenance, show side and plan viewsof an exemplary configuration for a CWP designed to accommodatemechanics accessing the container yard for maintenance and repair ofASCs.

FIGS. 22A and 22B, CWP for Worker Transport and Services, show side andplan views of an exemplary configuration for a CWP designed to transportworkers from point to point in the terminal, through the robotictransport zone.

FIGS. 23A through 23C, CAGVs, RBCs, and Trucks, show side, end, and planviews of the operating relationships within the area where RBCs transfercontainers between CCPs and trucks, and CAGVs transport containers toand from the RBC working zone.

FIGS. 24A and 24B, CAGVs and Quay Cranes, show side and plan views ofthe operating relationships within the area where Quay Cranes transfercontainers between CCPs and vessels, and CAGVs transport containers toand from the Quay Crane working zone and the Coning CWPs.

FIGS. 25A and 25B, CAGVs and Rail Operations, show side and plan viewsof the operating relationships within an exemplary intermodal rail yardthat relies on rail-mounted gantry (RMG) cranes for transfer ofcontainers between CCPs and rail cars.

FIG. 26, Container Yard Perpendicular to Wharf, shows an exemplarylayout of a container terminal with ASCs in their traditionalconfiguration, running perpendicular to the quay.

FIG. 27, Container Yard Parallel to Wharf, shows an exemplary layout ofa container terminal with ASCs in a new configuration, running parallelto the quay with no loss of space, productivity, or capacity.

FIG. 28, Terminal Operating System, shows an exemplary generalconfiguration of the major elements of a computer-based TOS.

FIG. 29, Equipment Control System, shows an exemplary generalconfiguration of the major elements of a computer-based ECS and itsgeneral relationship to the TOS.

FIGS. 30A through 30C, Container Spreader, show an exemplary generalconfiguration of a telescopic container spreader, such as those thatwould be used on ASCs, RBC, and quay cranes to pick up and set downshipping containers of various sizes and types.

DETAILED DESCRIPTION

FIG. 1, Generic Port Container Facility, shows the major logicalelements of a modern port container terminal. Three major externaltransport media, (Water 0101, Road 0102, Rail 0103) meet at the marineterminal facility (0104). Containers are transferred between carriers(Vessels 0106, Trucks 0107, and Trains 0108) via the Yard 105. Carriersare served at terminal portals (Wharf 0109, Gate 0110, Rail Yard 0111).The terminal may provide special support services to carrier operatorsat the portals (Vessels 0112, Truckers 0113, Trains 0114). Containersare received or delivered at portals by portal equipment (Stevedoringcranes 0115, Gate lanes 0116, Rail Yard cranes 0117). Containers aretransported between the portals and the Yard 105 by intra-terminaltransport equipment (Wharf 0118, Gate 0119, Rail 0120). Transactionsacross the portals are tracked and managed through Business InformationManagement 0121. Container handling equipment operations are tracked andmanaged through Equipment Operations Management 0122. Containers arestored and retrieved within the Yard 0105 by cranes or other equipment0123. Containers may be sorted and processed within the Yard 0105, orbetween different areas, using Sorting Equipment 0124. Containerinventory is tracked and managed using Inventory Management systems0125. The entire terminal is embedded in a comprehensive Security 0126system. The managers of the terminal must interact with externalentities (Transport Companies 0127, Government 0128, Labor 0129, andSuppliers/Vendors 0130). These interactions take place through a rangeof business systems (0131 thru 0133). This is a very generic descriptionof a marine container terminal, but it provides a useful framework forunderstanding the context of the invention.

FIGS. 2 through 10 depict the existing state of the art in containerterminal automation. They are provided as background information toallow comparison and contrast with the invention. There is no settledparadigm for container terminal automation, and there are a number ofvariants already running or being planned. While it is not possible todescribe all variants here, these figures provide a reasonablecross-section of the industry.

FIG. 2 shows the layout of a storage block 0201 within the Yard 0105 ofa terminal based on Automated Van Carriers (AVCs 205). FIG. 3 shows theinteraction between AVCs and quay cranes at the wharf. FIG. 4 shows theinteraction between AVCs and trucks at the gate.

The AVC storage block 0201 holds single rows of ISO containers (0203,0204) stacked up to two or three high. The AVC 0205 approaches one ofthese rows along a cross aisle 0202, maneuvers to align to the row, andtransits along the row to the target storage location. Once at itstarget location, the AVC picks or sets a container using its spreader,FIG. 30A, and drives to the cross aisle at the far end of the row. TheAVC is fully robotic, with navigation relying on Differential GlobalPositioning Systems (DGPS) combined with short-range obstaclerecognition and avoidance systems. The AVC combines long-distancecontainer transport (0118, 0119, 0120) to and from the terminal'sportals (0109, 0120, 0111). At the wharf 0109 or rail yard 0111, the AVCpicks or sets containers on the pavement in a buffer area 0306 (see FIG.3), which is accessed by a quay crane 0303 or rail yard crane 0117. Atthe gate, the AVC 0405/0407 (see FIG. 4) is operated under remotecontrol by a worker 0414, picking or setting containers at street trucks0410 in interface slots 0402, while truck drivers stand in safe zones0413 adjacent to data interchange pedestals 0412. AVCs are restrictedwhile working in adjacent storage rows, as the “leg space” betweenadjacent rows is shared, preventing AVCs from passing one another ineither direction. This system has much lower storage density and overallterminal capacity than other automated systems.

Figure sets 5 and 6 show the most common container handlers used inautomated terminals: the Automated Stacking Crane (ASC) and theAutomated Guided Vehicle (AGV). The ASC is used for storage andretrieval in the Yard 0105. The AGV is used for intra-terminal transport0118 between the Yard and the Wharf 0109.

As shown in FIG. 5A, the ASC 05A01 is an electrically-poweredrail-mounted gantry crane. Containers are picked or set using thespreader 05A03, hoisted vertically and shifted laterally using thetrolley/hoist machinery set 05A02. The cranes drives are controlled andmonitored from power and logic systems in the drive house 05B01. Poweris delivered to the crane via a cable connecting a ground vault and acrane-mounted cable reel 05B02. The power cable also typically includesa fiber optic cable for the crane's data connection. ASCs typically useregenerative braking, allowing conservation of electrical energy. Thecrane transports containers parallel to the container block using itsgantry trucks 05B03 running on rails on fixed foundations. Maintenanceworker access is via stairs 05B04 leading to the drive house 05B01 andthe trolley/ hoist machinery set 05A02.

The AGV 06A01 shown is a diesel-electric or diesel-hydraulic poweredcontainer transport machine (see FIGS. 6A through 6E). Containers arepicked or set against the top of the machine, guided by lateralalignment guides 06A05/06B02/06C02. The main engine, auxiliary drives,and fuel supply are stored beneath the container bed, 06A02.Radio-frequency navigational antennae 06A03 interact with fixednavigational beacons at specified intervals. On-board systems interactwith the ECS to direct the AGV along a programmed path among thein-ground beacons. Anti-collision sensors and bumpers 06A04/06B03/06C03provide safety against collisions with unmapped obstacles, includingworkers who may be in the AGV work zone. Unlike the AVC 0205, the AGVcannot pick or set a container by itself; it is served by an ASC 05A01or by a quay crane. As such, it does not provide “buffered” interactionat the end points of its duty cycle; it must await crane service. In allterminals to date, the AGV is used solely for transport between thewaterside end of the ASC block and the backreach of the quay crane. Assuch, only the waterside edge of the yard is fully robotized.

FIG. 7 shows the landside end of a typical ASC storage block, where ASCsinteract with street trucks. As an example, consider the “deliver importto truck” transaction. The ASC 0704 retrieves the container from thestorage block 0703 and, still under robotic control, moves along thegantry rails 0705 to the edge of the ASC/truck interface zone 0702.Meanwhile, the street truck, having passed the gate, comes to theinterface zone through the truck zone 0701, aligns 0711, and parks in aninterchange slot. The trucker leaves the truck cab and checks in at thetrucker data pedestal 0712, then stands in the safe zone 0713. Once theASC has reached the edge of the interface zone, it is placed under thecontrol of a human operator, who directs the movement of the ASC intothe interface zone, and the setting of the container on theinterchanging truck 0708. The remote operator returns the ASC to theedge of the interface zone and reverts it to robotic control, and thenthe truck re-boards the truck and departs 0709. The “receive export fromtruck” transaction is symmetric. The trucker is barred from entering theASC work zone by a safety barrier 0714, and the ASC has a substantialsuite of instruments to support safe interaction with the truck by theremote operator. Because the timing of truck motion is not under roboticcontrol, it is difficult to fully optimize ASC operation with thisconfiguration.

There are two configurations for ASCs currently in use: “common-rail”and “nested-rail”, as described above. FIGS. 8 and 9 depict the typicalstorage block layouts for these two configurations.

In the common-rail ASC configuration, the two ASCs within each block0803 ride on a common set of gantry rails. The landside ASC 0805transports containers between the storage block 0803 and the ASC/truckinterface 0802. The waterside ASC 0806 transports containers between thestorage block 0803 and the ASC/AGV interface 0804. As the two ASCs areon common rails, they cannot pass one another. At the waterside end ofthe block, it is possible to establish a “double-depth” ASC/AGVtransfer, so that the landside ASC 0805 can actually reach a watersideAGV. However, this is a low-productivity move because the waterside ASC0806 must stand idle while this is happening. There is typically amaintenance access lane 0807 between adjacent ASC blocks, allowingworkers to enter the ASC zone from the landside to service cranes andgain access to refrigerated containers. This access lane is blocked atthe waterside end.

In the nested-rail ASC configuration, the two (or more) ASCs within eachblock 0903 ride on two sets of parallel rails. A small ASC 0905 rides ona narrow-gauge pair of rails, while a large ASC 0906 rides on alarger-gauge pair of rails. The large ASC 0906 is both wider and tallerthan the small ASC 0905, so the two ASCs can pass one another and serveeither end of the block. In passing, the suspended ropes, head block,spreader, and container of the large ASC would interfere with the smallASC. See FIG. 10 for a cross-section of the nested-rail craneconfiguration. To prevent interference while passing, the large ASC'strolley 1006 is positioned over a passing lane 1007 that lies outsidethe gauge of the small ASC. Maintenance access 0907 is similar to thatfor the common-rail configuration, but workers must cross gantry railsto serve both machines. Inclusion of two additional rails and thepassing lane 0908 means that the overall storage density of thenested-rail system is significantly less than that of the common-railsystem. However, because both ASCs can serve either transfer area, theproductivity of this configuration is believed to be higher.

Figure sets 11 through 27 depict the essential innovative elements ofthe invention and their relationship to one another to create theinnovative system.

FIGS. 11A through 11L show the Container Cassette Platform (CCP) invarious views and operating configurations, an innovative adaptation ofexisting palette and cassette technologies. The bare CCP1A01/11B01/11C01 is a simple structure designed to support ISOcontainers for transport. The CCP supports containers along their sideand end rails, rather than at their corner castings as has beentraditional. The side rails 11C02 support the container side frames. Theend frame rails 11A02/11B02 support the container end frames. When acontainer is being set onto the CCP, it is guided laterally by flaredside guides 11A02. These guides also restrain the container duringtransit. The CCP has pockets 11A04 in the support rails where thecontainer corner castings sit. This allows containers to be set on theCCP with inter-box connectors or “cones” inserted into their cornercastings, and allows workers to reach in to install or remove coneswhile the CCP is at rest. The CCP is configured to carry either: 1) asingle 40′ ISO container 11G02/11K01; 2) a single 20′ ISO container11H02; 3) two 20′ ISO containers end-to-end 11102; or 4) a single 45′intermodal container 11J02. A variant of the CCP, not shown, isconfigured to carry 48′ or 53′ non-ISO or other specialized containersdeployed in the terminal's marketplace. The CCP is also configured toallow multiple CCPs to be stacked 11E01/11F01. The CCP is supportedalong the bottom edge of its side frames. A gap 11A05 in each side frameprovides visibility for the instruments in the CAGVs navigation package12A04. The CAGV drives beneath the CCP 11C04 from either end, and liftsit for transport. The CCP is equipped with lifting castings 11B03 thatallow the CCP to be lifted with a standard telescopic containerspreader, FIG. 30A. A variant embodiment of the CCP 11L01 is built tohold the container 11L05 higher off the ground, and the extra space isused to incorporate a sealed holding tank 11L02 that can containaccidental spills or leaks from containers, including ISO tankcontainers and other containers holding freight that might drip or leak.

FIGS. 12A through 12E show the Cassette Automated Guided Vehicle (CAGV)in various views and operating configurations. The CAGV is a low-profilemulti-axle machine designed to pick, set, and transport CCPs and CWPs.The CAGV can move in two modes or configurations: Lowered 12A01/12D01and Raised 12B01/12E01. Lift equipment 12B02, likely either hydraulic orelectric, raises the CAGV to pick a CCP or CWP for transport, or lowersthe CCP or CWP back to the ground for container interchange or otheroperational deployment. All axles are steerable through a commonarticulation 12A02, allowing the CAGV to maneuver “rotating from itscenter” for maximum flexibility. Engines and drives 12A03 are beneaththe CAGVs upper support bed. Navigational sensors 12A04 may be locatedon either side of the CAGV, with visibility through the space in theside frame of the CCP 11A05 or CWP 18A02. Anti-collision sensors 12C02are located in each end of the CAGV, integrated into the CAGV's on-boardcontrol system to prevent collisions with mapped or unmapped objects inthe ROZ.

FIGS. 13A through 13C show side, end, and plan views of theconfiguration of the Remote-controlled Bridge Crane (RBC), used totransfer containers between CCPs on the edge of the ROZ 13A01 and streettrucks in the TCA 13A02. Trucks are separated from the ROZ by a barrier13A03/13B04/13C01 that provides both a physical and a freight securityboundary; additional barriers may be placed between the truck lanes tocontrol trucker movements while in the interchange area. Upon arrivalbeneath the RBC's fixed frame 13A04/13A05, a street trucker will exitthe truck cab, stand in the safety zone 13C02 and check in at the datapedestal 13A06/13C03, then await container interchange. The RBC13A07/13B03/13C05 will operate in automated mode while picking orsetting containers on the ROZ side of the barrier 13A03. The RBC 13A07will be under the remote control of a human operator while moving,picking, or setting containers on the TCA side of the barrier 13A03. TheRBC will be equipped with cameras providing a clear view of the truckzone 13A02 to the remote operator, and with traditional safetyinterlocks that prevent accidental lifting of the truck chassis. TheRBC's frame has a storage rack 13A08/13C04 to hold one or more emptyCCPs, allowing flexibility in RBC utilization and CCP deployment. Seethe discussion on Figure set 23 below for further detail on theinteraction between RBCs, CCPs, and trucks.

FIG. 14 shows the interface buffer zone for transfer of containersbetween ASCs, CAGVs, and CCPs. It is similar in general concept to theASC/ truck interface buffer zone depicted in FIG. 7, but with someessential differences. As an example of the utilization of this zone,consider the “deliver container to CCP” transaction. A CAGV 1408delivers a bare CCP 1410 to one of the slots in the interface zone 1402.When the container is needed, the ASC 1404 retrieves the container fromthe storage block 1403 and, still under robotic control, moves along thegantry rails 1405 all the way into the interface zone 1402. The ASC setsthe container on the CCP 1410 and is then ready for another transaction.The ASC is under robotic control at all times, with no interruption fortransition to remote control by a human operator. The interactionbetween the moving CAGV(s) and the ASC is entirely under the control ofthe ECS, and no special safety interlocks or barriers are required toprotect either machine or the CCPs.

FIG. 15 shows the general configuration of an exemplary ASC blockincorporating the ASC/CAGV interface buffer zone shown in FIG. 14. Asthe CAGVs are free to access either end of the ASC block 1503, movingfreely throughout the Robotic Operating Zone, there is no need to usethe “nested rail” block configuration. Both ASCs 1505 and 1506 ride on acommon set of gantry rails. The two interface buffer zones 1502 and 1504are identical. Rather than “landside” or “waterside” ASCs, as shown inFIG. 8, the ASCs are simply labeled “first” and “second”, as either ASCcan serve waterside or landside operations, with the CAGVs movinganywhere in the ROZ. The block width and length shown are exemplary; inactual application, these dimensions will be set based on operationalanalysis that balances the productivities and duty cycles of allmachines within the specific context of each terminal's overall layout.

FIGS. 16A and 16B show side and end views of an example configurationfor storage of refrigerated containers. This configuration is notinnovative, as it has been in use for some time in traditional mannedcontainer terminals. Each refrigerated container 16A04/16B04 has a powerunit 16B05 built into the end opposite the container doors. This unit,which relies on external power, maintains the internal temperature ofthe container within a specified range that maintains the quality of thecontainer's contents. When a container is placed into storage, a reefermechanic must plug the power cord 16B06 into the power unit 16B05 and apower source 16A02/16B02, and verify that the temperature is, and hasbeen, within the specified range. Prior to removing a container fromstorage, a reefer mechanic must unplug the power unit from the powersource. The reefer access catwalk 16A01/16B01 is a structure that housespower sources 16A02/16B02, and allows reefer mechanics to gain safeaccess to the reefers for monitoring, plugging, and unplugging them. Thecatwalk is roofed to shelter working mechanics. Mechanics access eachlevel of the catwalk via an internal stairway 16A03/16B03. Each level ofthe catwalk may be further subdivided by a safety gate so that theposition of workers within the rack structure can be monitored moreclosely, for increased safety and flexibility. The reefer containers16B04 must be oriented so that their power units are oriented toward thecatwalk.

FIG. 17 depicts the configuration of an ASC storage block incorporatingthe reefer storage rack shown in Figure set 16. As with the standard ASCblock shown in FIG. 15, two identical ASCs 1705 and 1706 ride on acommon set of rails to store and retrieve containers in the storageblock 1703, and to transfer containers to and from end interface bufferzones 1702 and 1704. While the ASCs have the same gauge as those in thestandard ASC block, the container storage bays are narrower by onecontainer stack. This leaves an access lane 1709 for reefer mechanics,carried by CWPs 1710, to be taken to and from the reefer racks 1707embedded within the block. See Figure set 20 for a discussion of thereefer access CWP. The reefer racks would likely be placed in the centerof the block, providing equal accessibility to CAGVs and CCPs at eitherend of the block, 1702/1704. The reefer racks 1707 do not span theentire block. Rather, one stack 1708 is reserved for non-refrigerated(“dry”) containers. This configuration allows a container to be carriedby an ASC 1705/1706 from one side of the reefer zone to the other,without the suspended load being carried over the head of any mechanicwho may be accessing the rack. This maximizes safety for the mechanicswith no loss of ASC block productivity. The CWP access lane 1709 canalso be used for transit of CAGVs with or without CCPs or CWPs from oneend of the block to the other. Instrumentation and controls on the ASCs,CAGVs, and CWPs, coordinated within the ECS, prevent unsafe interactionsbetween ASCs and equipment transiting in the access lane 1709.

Figure sets 18 through 22 depict the innovative Cassette Work Platformand its essential variants. The CWPs are designed to allow the safetransport and deployment of workers and their tools and gear throughoutthe terminal, carried by the same CAGVs used to transport CCPs. Theintroduction of the CWP alleviates the need for the terminal'sautomation system to cope with the uncontrolled movement of workerswithin the Robotic Operating Zone. This simplifies the ECS, simplifiesthe configuration of the terminal, and allows centralized optimizationof all equipment moves. It also allows optimized deployment and movementof workers by the TOS and ECS within the ROZ based on forecastedtransactional needs. Using CWPs separates workers from the utilizationand operation of transport equipment, and reduces the variety and numberof operational vehicles required to run the terminal to one: theall-purpose CAGV.

FIGS. 18A through 18C show the side, plan, and end views of the genericCassette Work Platform that is the common basis for all variants of theCWP. The CWP base frame 18A01 has the exact same external dimensions asthe CCP, including the side space for CAGV guidance 18A02, and the spacebeneath for CAGV access 18C01. Laser-reflective panels 18A03/18C02 areaffixed to the side and end surfaces of the base frame, increasing thevisibility of the CWP to anti-collision scanning lasers 12C02 on theCAGVs. The CWP has a roof 18C03 supported by columns, suitable toprotect workers from environmental conditions and unforeseen overheadhazards. The CWP roof would have a unique radio-frequency safety locatordevice 18C04, allowing the CWP to be “seen” and mapped by externaldetectors. These devices and detectors are used to establish the preciselocation and orientation of the CWP and mapped within the ECS, and a“digital safety zone” can be correspondingly mapped around each CWP. Thesides of the CWP are fitted with protective screen gratings 18A04/18C05.These prevent accidental physical interaction between workers inside theCWP and operations outside the CWP, while maximizing visibility forworkers inside. A broadband data antenna 18A05 is affixed to the roof ofthe CWP, to support data interchange between the CWP and the ECS or TOS.Access to the CWP is via sliding doors 18A06/18B03 at either end of oneside of the CWP. Opening a door requires a worker to swipe a proximitycard at a secured access panel 18A07. The secured access panel is partof a suite of instrumentation, including pressure-sensitive mats 18B02and infrared beam sensors, that record and report worker entrances andexits, and report CWP occupancy via the data antenna 18A05. Unlike theCassette Container Platform, the CWP can be powered, either from a fixedsource built into the terminal infrastructure, or from power/dataconnectors built into the top of the CAGV. The CWP can be equipped withstorage batteries or an auxiliary fueled power unit to provide energyfor on-board data and mechanical systems. The CWP can be equipped withoptional worker sanitary facilities as well as serviced when the CWP isnot in use. While the CWP is being transported by a CAGV, there is adirect data connection between the top of the CAGV and the underside ofthe CWP, allowing workers on the CWP to demand an emergency CAGV stop,or to otherwise interact with CAGV instrumentation.

FIGS. 19A through 19F show the side, plan, and end views, in “transport”and “deployed” modes, of the innovative CWP designed to accommodateworkers inserting and removing inter-box connectors, or “cones”, atcontainer corner-castings. Cones are used to hold containers togetherabove-deck on container vessels, and are used to secure between the twotiers on double-stack intermodal rail cars. The Coning CWP is based onthe Generic CWP shown in Figure set 18, and shares the basic features ofthat base design, with one of the access doors replaced by an oversizesliding door 19A02. Coning and de-coning the corner castings 19F02 willtake place with containers mounted atop a CAGV+CCP 19F03/19E02. At thiselevation, the cone is at about floor height on the CWP. In order forthe worker to move the cone comfortably and safely, the worker will needto be standing at or near ground level next to the container. The ConingCWP is equipped with a fold-down worker platform 19C02/19E03/19F04 thatcan hold a worker 19D02/19E04/19F05 as well as the coning “basket” 19F06that is ordinarily used to store cones while not in use. Once the CWPhas been positioned by a CAGV, a worker inside the CWP activates themachinery for lowering the platform 19D02, and opens and secures theoversize sliding door 19A02 after activating the access panel 19A03.Lowering the platform causes the CWP to communicate with the ECSregarding the change in the shape and size of the CWP, so that CAGVsmoving in the ROZ can avoid the CWP. The worker positions a coningbasket 19F06 on the conveyor 19E05 beneath the basket-lift crane 19D03,and then uses the crane to transfer the coning basket to the workplatform 19D02. The worker then steps down the access ladder 19D05 ontothe platform's safety sensor mat 19E06, reaches in through the doorway,and uses the safety panel 19D04 to advise the ECS that the CWP is readyfor operation. Effective coning will require deployment of a second CWP19E07/19F07, oriented and positioned for safe coordination between theconing workers. Once the CWPs are in place, a CAGV carrying a containeron a CCP 19E02 can enter the gap between the CWPs, stopping with theforward end of the container aligned with the worker platforms based onthe length of container associated with the CAGV in the ECS. Once theCAGV is in place and at rest, the ECS activates an indicator on thesafety panel 19D04 telling the workers that the coning can proceed. Thetwo workers transfer forward cones between the container and the coningbasket, then each indicates on the safety panel 19D04 that the CAGV canbe moved. Once the ECS knows that the CAGV can safely be moved, the CAGVis advanced so that the rear end of the container is aligned with theworkers, and the ECS again indicates on the safety panel 19D04 thatconing can proceed. Once the rear cones are transferred, the workersagain use the safety panel 19D04 to indicate to the ECS that the CAGVcan be safely moved, and the CAGV+CCP+container leaves the coningstation. Workers use the crane 19D03 to transfer full or empty basketsbetween the worker platform and the storage conveyor inside the CWP asneeded. An auxiliary power unit 19E08 will likely be needed for thisCWP. The stock of coning baskets in the CWP can be changed by taking theCWP, on a CAGV, to a secure/safe transfer gate at the edge of the ROZ,where the rear sliding gate 19E09 can be opened and a forklift truck canbe used to transfer coning baskets on or off the CWP's conveyor.

FIGS. 20A and 20B show the side and plan views of the innovative CWPdesigned for mechanics to access and service refrigerated containers inthe reefer storage blocks shown Figure sets 16 and 17. The CWP is basedon the Generic CWP shown in Figure set 18, and shares the basic featuresof that base design. Mechanics enter or exit the CWP via the standardsecured doors and the access ladders 20A01. The CWP would be equippedwith all the tools and fixtures needed for mechanics to carry out theirfunctions in the reefer storage area. These might include a workbench20B01, lockers 20B02 for storing their work clothing and gear, storage20B03 for tools and equipment, and storage bins 20B04 for spare partsneeded to make minor reefer repairs. The CWP might also include storagecontainers for routine or hazardous waste 20B05. The CWP would includebasic safety gear 20B06, and might include worker sanitary facilities20B07. While deployed at a reefer storage block, the CWP would beattached via power and data leads 20A02. This CWP would essentially be alow-scale portable workshop for reefer mechanics.

FIGS. 21A and 21B show the side and plan views of the innovative CWPdesigned for mechanics to access and service ASCs in the RoboticOperating Zone. The CWP is based on the Generic CWP shown in Figure set18, and shares the basic features of that base design. Mechanics enteror exit the CWP via the standard secured doors and access ladders 21A01.The CWP would be equipped with the tools and fixtures needed formechanics to carry out basic maintenance and repair in the ROZ. Thesemight include a workbench 21B01, lockers 21B02 for work clothing andgear, storage 21B03 for tools and equipment, and storage bins 21B04 forspare parts needed to make minor repairs. The CWP might also includestorage containers for routine or hazardous waste 21B05. The CWP wouldinclude basic safety gear 21B06, and might include worker sanitaryfacilities 21B07. Because crane maintenance sometimes requires themovement of heavy objects into and out of the ROZ, the CWP would includean oversize door 21A02, through which a crane 21B08 can be used totransfer heavy objects into or out of the CWP. While deployed at cranemaintenance stations within the ROZ, the CWP would be attached via powerand data leads 21A03.

FIGS. 22A and 22B show the side and plan views of the innovative CWPdesigned for the transport of worker crews across the Robotic OperatingZone. The CWP is based on the Generic CWP shown in Figure set 18, andshares the basic features of that base design. Workers access this CWPat specific entry/exit points along the borders of the ROZ, and cannotexit the CWP elsewhere except in the case of an emergency. The CWP haslockers 22B02 to hold worker's clothing and work gear, and seating forworkers to use while the CWP is being transported.

FIGS. 23A through 23C conceptually show the side, plan, and end views ofthe innovative interaction between Remote-controlled Bridge Cranes(RBCs), street trucks, CAGVs, and CCPs at the boundary between the TruckCirculation Area (TCA) and Robotic Operating Zone (ROZ). The figuredepicts a single example RBC interchange station. The number anddetailed configuration of such stations within any terminal would be afunction of the terminal's specific needs and logistical balances. Asdescribed for Figure set 13, the RBC rides on a fixed structure thatspans the safety barrier 23A03 between the truck zone/TCA 23A01 and theCAGV ROZ 23A02. When a trucker passes the gate complex to pick up acontainer, the TOS and ECS coordinate to have an ASC retrieve the targetcontainer from storage 1503 and deliver it to a CCP 1410 in the ASC/CAGVinterface 1402. Once the container is placed on the CCP, a CAGV picks upthe CCP. Meanwhile, the TOS and ECS coordinate to direct the driver toan RBC station based on a balance of optimized deployment of roboticequipment and high-quality service to the trucker. The ECS directs theCAGV to move the CCP to that RBC's CAGV/CCP zone 23A02. Once there, theCAGV sets the loaded CCP 23A04/23B01 beneath the RBC and reverts toECS-driven deployment. Meanwhile, the trucker arrives in the RBC's truckzone 23A01, leaves the truck cab, and checks in at the trucker pedestal23A05 using a data card tied to the specific transaction at hand. Thisregisters the truck's specific parking slot with the ECS, and indicatesthe truck's readiness to receive its container. The trucker stands inthe trucker safe zone 23C01 until the transaction is complete. Once thetruck is in place in the truck zone 23A01, the ECS directs the RBC 23A06to pick the container from the CAGV/CCP zone 23A02 and carry it to thesafety barrier 23A03. At this point, control of the RBC reverts tocontrol of a remotely-stationed operator. The operator has access tocameras and sensors mounted on the RBC 23A06/23C02 and controls the RBCas the container is set on the truck's chassis 23C03. The operatordrives the RBC 23A06 back to the safety barrier 23A03 and RBC controlreverts to the ECS. Once the RBC is clear of the truck, the truckerre-enters the truck and departs. Ultimately, the controls and sensors onthe RBC can be improved to allow the RBC to execute automated pick/setoperations against trucks, while being monitored by crane overseers.

The process for receiving a container from a trucker into the terminalis symmetric. The trucker arrives at the RBC and checks in. The RBCunder remote control picks the container. The RBC under ECS control setsthe container on a CCP pre-positioned by a CAGV. A CAGV arrives to pickup the CCP and transport it to the target ASC block. The CAGV sets theCCP down in the ASC transfer area. The ASC picks the container from theCCP and puts it in storage.

If the RBC's CAGV/CCP zone 23A02 becomes crowded with empty CCPs, theRBC 23A06 can pick up the CCP 23A07 by its lift casting 11B03 and storeit on the CCP storage platform 23C04.

FIGS. 24A and 24B conceptually show the side and plan views of theinnovative interaction between ASCs, CAGVs, CCPs, and quay cranes at theboundary between the Quay Operating Area (QOA) and the ROZ. Quay cranes24A03/24B02 are responsible for transferring containers between vessels24A01 and the quay crane operating envelope/CCP buffer area 24A06,across the quay 24A02. Quay cranes typically are engaged in extensivesequences of either pure vessel discharge or pure vessel loadout, in“single cycle” mode. They can also work in “double cycle” mode forcontainers in vertical cell guides on the vessel, alternatively loadingand discharging containers. When discharging, CAGVs are delivering emptyCCPs to the QC/CCP buffer zone 24A06, and taking away loaded CCPs 24A07to the ASC buffers 24A10. When loading out, CAGVs are transportingloaded CCPs from the ASC buffers 24A10 to the QC/CCP buffer zone 24A06,and taking away empty CCPs. If a discharged container 24B06 has cones inits corner castings to be removed, the CAGV is routed through a coningstation where workers in Coning CWPs 24B07 remove the cones as describedfor Figure Set 19. If a container to be loaded requires cones to beinserted before being placed on the vessel, the CAGV is routed through aconing station before moving to the QC/CCP buffer 24A06. The ROZ isseparated from the quay operating area 24A02 by a safety barrier 24A08providing physical and freight security for the ROZ and quay. Asplacement of CCPs by CAGVs in the QC/CCP buffer zone 24A06 will beprecise, under the direction of the ECS, the quay crane's interface withCCPs in that zone may be automated under the control of the ECS, orremain under the control of the quay crane operator.

FIGS. 25A and 25B conceptually show the side and plan views of theinnovative interaction between ASCs, CAGVs, CCPs, and RMGs spanning theboundary between the Rail Operating Area (ROA) and the Robotic OperatingZone. Intermodal rail cars 25A04 come in a very broad range ofconfigurations, with different car lengths, platform sizes, andcontainer transport capabilities. These cars are placed for dischargeand reloading by locomotives on working tracks 25A02 in the railoperating area 25A01. Because of the randomness of car lengths andlocomotive movements, cars on adjacent tracks do not align with oneanother. Train discharge and loadout is done with rail-mounted gantry(RMG) cranes 25A03/25B01 spanning the tracks, with a cantileverextending across the ROA/ROZ safety barrier 25A07 and over the CAGV/CCPtransfer zone 25A08. Prior to train discharge, CAGVs 25B07 will bringempty CCPs and set them in the transfer zone 25A08. An innovative aspectof this activity is that the CCPs can be set starting at the “downstreamend” and working upstream, with unloaded CAGVs driving beneath CCPsalready placed downstream to cycle through the transfer zone. Once CCPsare ready to receive containers, the RMG 25B01 moves along the track,transferring containers from rail cars 25A04 to CCPs 25A06. Once astring of CCPs has been loaded, bare CAGVs arrive to pick up CCPs andtransport them to the ASC/CAGV transfer zone 25B09, at either end of thetarget ASC block 25B08 as established by the ECS and TOS.

The sequence for train loadout is symmetric. CAGVs transport loaded CCPsto the CAGV/CCP transfer zone 25A08, aligning with target cars asclosely as possible. RMGs load containers from CCPs to rail cars on theworking tracks, and CAGVs return CCPs to storage or leave them forsubsequent re-use for train discharge.

FIGS. 26 and 27 show two examples of how the various elements of theinnovative system might be assembled into a complete container terminal,without an on-dock rail yard. These illustrations are meant to show theflexibility of the concept on terminals with fundamentally differentdimensional characteristics.

FIG. 26 shows a container terminal layout with the ASC storage rowsrunning perpendicular to the wharf. Standard ASC blocks alternate withthose designed to accommodate reefer storage, but the ratios ofdifferent block types would likely vary from terminal to terminalwithout touching on the heart of the invention. RBC interchange blocksare shown along the landside edge of the terminal in close proximity tothe landside ASC/CAGV interchange zones. Quay crane interchanges aresimilarly close to the waterside ASC/CAGV interchange zones. A typicalterminal using this configuration might require a land depth of 1,500 to1,800 feet perpendicular to the wharf, and so might be most suitable forshort, deep port properties.

FIG. 27 shows a container terminal layout with the ASC storage rowsrunning parallel to the wharf. Again, “dry” and reefer ASC blocksalternate with one another in this example. The ASC/CAGV interchangezones are in strips stretching from waterside to landside, providingequal accessibility to landside RBC and waterside quay crane interchangezones. A typical terminal using this configuration might require a landdepth of 800 to 1,200 feet, and so might be most suitable for long,narrow port properties.

This innovative system is much less sensitive to ASC orientation thanexisting systems, as the entire ASC complex resides entirely within theRobotic Operating Zone, and need not reflect the characteristics orrequirements of the surrounding manned operations.

FIG. 28 shows an exemplary configuration of the Terminal OperatingSystem (TOS) that could be used to support system operations. Theessential functions of the TOS 2801 are to allow operational planningand monitoring, inventory control, job control, and external commercialand regulatory communications and integration. Communication ofcontainer transaction data with external entities, including railroads2809, labor management systems 2810, a port authority 2811, variousgovernmental agencies 2812, and vessel operating companies 2813, cantake place via an Electronic Data Interchange (EDI) 2802 that relies onindustry-standard or customer specific message coding. Communication ofcommercial information with vessel operating companies 2813, truckingcompanies 2814, and freight shippers 2815 can take place viacustomer-specific web portals 2803. The TOS will typically interfacedirectly with the terminal's automated instrumentation 2804, and withbilling and financial systems 2805. The TOS fosters direction andmonitoring of terminal operations through messaging modules focused onyard control 2806, vessel control 2807, and rail control 2808.

FIG. 29 shows an exemplary configuration of an Equipment Control System(ECS) that could be used to monitor and control the operation ofautomated equipment. The essential functions of the ECS 2909 are todispatch automated equipment to serve terminal jobs, route automatedvehicles for optimum performance, monitor and manage the movement ofautomated equipment, and prioritize job execution to meet the demand setby the TOS. The ECS interfaces with the control messaging elements ofthe TOS 2906/2907/2908, receiving job orders generated by the TOS andreporting progress in fulfillment of those orders back to the TOS. TheECS interfaces with the control computers in vessel cranes 2910,automated yard cranes 2911, and automated guided vehicles 2912,exchanging movement instructions and status reports. The ECS can alsointerface with separate vehicle control 2913 that monitors and balancesAGV traffic in the terminal. Depending on system architecture, the ECScan also interact directly with drive system controls 2914 on individualpieces of equipment.

With configuration shown in FIGS. 28 and 29, the TOS architecture isisolated from the demands of controlling and monitoring roboticoperations and the ECS architecture is isolated from the demands ofcontrolling and monitoring commercial and regulatory activities. Thisisolation of functionality improves the opportunity to optimize eachelement in a simpler environment, and allows automation to be appliedacross a range of terminals with different pre-existing TOSs.

FIGS. 30A through 30C show the configuration of a typical telescopiccontainer spreader, used by RBCs, ASCs, and quay cranes to pick and setcontainers. The central frame 30A01 of the spreader is attached, via adetachable head block connection 30A03, to the crane's head blockassembly, which in turn holds the sheaves that carry the wire ropesattached to the crane's hoisting machinery. A set of four telescopingarms 30A02 slide through the central frame 30A01 and past one another,allowing the crane operator to change the length of the spreader toaccommodate containers of different lengths. A twist-lock actuator 30A04is attached to the end of each telescoping arm 30A02. At the operator'scommand, each twist-lock actuator rotates its twist-lock 30A05 through aright angle around a vertical axis. The twist-locks 30A05 are designedto fit into the oval holes in the corner castings 30B02/30C02 of ISOcontainers 30B01/30C01. In the “open” position, the twist-lock “blade”is parallel to the oval opening, and the twist-lock slides freely intoor out of the corner casting, allowing the spreader to be mounted ordismounted at the top of the container. In the “closed” position, thetwist-lock blade is perpendicular to the oval opening, and thetwist-lock is captured within the corner casting, allowing the containerto be picked up and moved. FIG. 30B shows the spreader expanded toaccommodate a 40′ ISO container 30B01. FIG. 30C shows the spreadercompressed to accommodate 20′ ISO container 30C01. A wide variety ofmanufacturers, including Bromma, RAM, and Stennis, build standardizedcontainer spreaders.

1. A port system for storing and transporting standardized containers ina port facility, comprising: at least one storage block for storingcontainers; two automated stacking cranes per storage block on commonrails; a waterside crane for transferring containers into and out of awaterborne vessel; a landside crane for transferring containers onto andoff of land transportation vehicles; a set of automated vehicles fortransporting containers between the storage block and the watersidecrane or landside crane; an equipment control system to controlautomated equipment; and a terminal operating system to manage the portsystem; wherein the two automated stacking cranes are adapted totransfer containers between the storage block and the automatedvehicles; wherein the landside and waterside cranes are adapted totransfer containers onto and off of the automated vehicles; wherein themovement of the automated vehicles is controlled by the equipmentcontrol system; wherein each said automated vehicle includes a commonbase which receives a plurality of platforms, each said platform furthercomprising a work platform for containment and transport of workers; andwherein said work platform further comprises a floor, a ceiling, andwalls connecting a floor and ceiling, and wherein the floor includes apressure-sensitive mat to detect the pressure of a worker on the floor.2. The system of claim 1, wherein the automated stacking cranes aremovable over the storage block on rails running substantiallyperpendicular to the waterside.
 3. The system of claim 1, wherein theautomated stacking cranes are movable over the storage block on railsrunning substantially parallel to the waterside.
 4. The system of claim1, wherein the storage block includes a first side accessible by theautomated vehicles and a second side accessible by the automatedvehicles, and wherein an automated stacking crane is positioned to loadand unload containers to and from the automated vehicles.
 5. The systemof claim 4, wherein said first side and second side are opposite oneanother on the storage stack.
 6. The system of claim 5, furthercomprising two substantially identical automated stacking cranes,wherein the first automated stacking crane serves the first side and thesecond automated stacking crane serves the second side.
 7. The system ofclaim 5, further comprising two nested automated stacking cranes ofdifferent size, whereby either automated stacking crane can serve eitherside.
 8. The system of claim 1, wherein the terminal operating systemincludes at a minimum the following components: 1) operational planningfor vessel, berth, train, rail, and gate activities; 2) operationalcontrol and messaging for vessel, rail, and gate operational direction;3) resource planning and integrated monitoring; 4) messaging interfacefor external users and contacts; 5) inventory management and equipmentcontrol; and 6) system status and condition reporting.
 9. The system ofclaim 8, wherein the equipment control system monitors and controlsautomated equipment in the port system.
 10. The system of claim 1,wherein the walls include protective grating.
 11. The system of claim 1further comprising a reefer platform for accessing and maintainingrefrigerated containers in a container storage block.
 12. The system ofclaim 1, wherein said worker transport platform has a set of seats toreceive and transport workers.
 13. The system of claim 1, wherein thelandside crane is a bridge crane having a first end that extends over afirst area that receives said automated vehicles, and a second end thatextends over a second area that receives land transportation, wherebythe bridge crane can lift and move containers between the automatedvehicles and the land transportation.
 14. The system of claim 13,wherein said first end and second end are divided by a barrier to landtransportation workers.
 15. The system of claim 14, wherein said landtransportation is a truck.
 16. The system of claim 14, wherein said landtransportation is a rail car.
 17. The system of claim 1, wherein theequipment control system monitors and controls automated equipment inthe port system.
 18. The system of claim 1, wherein the terminaloperating system includes a messaging interface for external users andcontacts.
 19. A port system for storing and transporting standardizedcontainers in a port facility, comprising: at least one storage blockfor storing containers; two automated stacking cranes per storage blockon common rails; a waterside crane for transferring containers into andout of a waterborne vessel; a landside crane for transferring containersonto and off of land transportation vehicles; a set of automatedvehicles for transporting containers between the storage block and thewaterside crane or landside crane; an equipment control system tocontrol automated equipment; and a terminal operating system to managethe port system; wherein the two automated stacking cranes are adaptedto transfer containers between the storage block and the automatedvehicles; wherein the landside and waterside cranes are adapted totransfer containers onto and off of the automated vehicles; wherein themovement of the automated vehicles is controlled by the equipmentcontrol system; wherein each said automated vehicle includes a commonbase which receives a plurality of platforms, each said platform furthercomprising a coning platform for placement and removal of containercones; and wherein each said coning platform further comprises anauxiliary platform connected to one side which rises to a raised heightlevel with the coning platform and lowers to a lowered height below theraised height for accessing and servicing cones on a container platform.20. The system of claim 19, wherein the equipment control systemmonitors and controls automated equipment in the port system.
 21. Amethod for operating a port, comprising, in any order: establishing atleast one storage block for storing standardized containers, each saidstorage block including two automated stacking cranes per storage blockon common rails and at least two buffer areas; establishing a landsideloading area with a landside crane for transferring containers onto andoff of land transportation vehicles; establishing a waterside loadingarea with a waterside crane for transferring containers into and out ofa waterborne vessel; moving containers between landside transportationand automated vehicles using said landside crane, wherein the landsidecrane is adapted to transfer containers onto and off of the automatedvehicles; transporting containers between the landside crane and thestorage block using said automated vehicles; moving containers betweenthe automated vehicles and the storage block using said two automatedstacking cranes; transporting containers between the storage block andthe waterside crane using said automated vehicles; moving containersbetween the automated vehicles and waterborne vessels using saidwaterside crane, wherein the waterside crane is adapted to transfercontainers onto and off of the automated vehicles; controlling theautomated equipment via an equipment control system; controllingmovement of the automated vehicles via the equipment control system; andmanaging the port via a terminal operating system; wherein each saidautomated vehicle includes a common base which receives a plurality ofplatforms, each said platform further comprising a work platform forcontainment and transport of workers; and wherein said work platformfurther comprises a floor, a ceiling, and walls connecting a floor andceiling, and wherein the floor includes a pressure-sensitive mat todetect the pressure of a worker on the floor.
 22. The method of claim21, wherein the landside crane is a bridge crane; and wherein the stepof moving containers between the landside transportation and automatedvehicles includes establishing a landside zone accessible by landsidevehicles and establishing a buffer zone accessible by automatedvehicles, the landside zone and the buffer zone being divided by abarrier adapted to limit access by landside zone workers into the bufferzone, and moving containers overhead between the landside vehicles andthe automated vehicles.
 23. The method of claim 21, wherein theautomated vehicles can be accessed by the automated stacking cranes attwo or more locations.
 24. The method of claim 23, wherein the automatedstacking cranes are nested whereby either automated stacking crane canaccess either said location.
 25. The method of claim 21, wherein theautomated stacking cranes are moveable over the storage block on railsrunning parallel to the waterside.
 26. The method of claim 21, whereinthe automated stacking cranes are moveable over the storage block onrails running perpendicular to the waterside.